Engine-governor.



F. M. LEAVITT. ENGINE GOVERNOR. APPLIoATIoN FILED Amm, 1912.

Pajaenteoll Feb. 24, 1914.

Z SHEETS-SHEET l.

INVENTOR WITNESS WITNESSES;

2 SHEETS-SHEET 2.

Patented Feb. 24, 1914.

' A FBNK-NLLEAVITT, or sMrrn'rowN. NEW Yorin, AssIGNoR rro orrrou.

E. W. Buss COMPANY', New Yoan, A ooaroaarIoN or weer VIRGINIA.

STAYPeeeTENT or BROOKLYN,

ENGINE-GOVERNOR.'

1,088,079. Specification Letters Ya'nt- 'Patented Feb.24, 1914.

l AppncanonfaeaApI-n5.1912. seriaiNo. 6881.579. T0 au whgmjly; may @neem ea use of any other accident that'occasions an Beit known that I, FRANK M. Lnlvirr, a undue speed. 55 Acitizen of the United States, residing in l rl`he present invention provides a gover- Smithtown, in the county of Suffolk and1 n or which first controls, by its inertia, he State of New York, have invented certain speeding-up of the engine so that. the lat-ter vnew and useful Improvements in Engine is so restrained that its acceleration is re- (overnors, of which the following` is a speriduced to a certain prescribed rate and whif'h, 60 tication. after the attainment of full speed, acts as a This invention provides a governor for centrifugal governor' of eXtreme lsentitive'- controlling the speed of an engine or other ness, Its centrifugal element acts by intro-I motor, ducing a frictional load upon the governor Although'rtlesigned specially for use in whenever the speed exceeds that determined 65 automobile torpedoes, the invention may, byits adjustment. The centrifugal member with appropriate' structural modifications, is driven from the engine shaft through the be applied for governing engines or motors medium of gearing, which includes a movused for other purpo"es. able member which suffers displacement acln an automobile torpedo propelled by cording to variations inthe resistance a a turbine or other form of engine driven by forded by the-rotary or centrifugal element compressed air, ditficulty has heretofore been of the governor. This movable or floatfound in providing means for suitably goving.7 member of the gearing thus responds erning. the speed of the engine. The engine von?,r sensitively to any variation in the reoperates at such high speed and develops so sistanoe or drag afforded by the rotary me 75 considerable a power for so brief a time, ber or weight. ts movement is utilized to that ,the problem of governing its-speed has operate the speed-controlling means which been considered well nigh insuperable. T he in an ordinary engine would be the throttle difiieulty of the problem is greatly increased falve, but in a torpedo is replaced by a more by the vnecessity for J'.\"treme. rompaetness an sensitive valve which in turn Controls either 8O the prohibition .against increasing matea throttle, or preferably, a reducing valve' rialliY the weight' of the torpedo, so-that the vby which the compressedv air is dropped governor must a-tes-aiily be both very from the' high pressure in the reservoir to small and ver)Y light, vvhile at the same time the lower pressure at which the air is fed t0 extremelj.' sensitive and capable of controlthe engine. i 85 ling instantly the speed of the very sma The accon'ipanying drawings show the but lIigli-po\\'ered engine. lt is highly depreferred form of my invention as applic sirable also' that'the governor should be` to an automobile torpedo. capable of regulating the acceleration of the Figure l is a fragmentary, vertical, lonengine in speedingup. whereas governors o gitudinal section of the torpedo showing the 90 the ordimiry centrifugal type exert no con governing mechanism-in elevation. ig. trol until the prescribed speed is attained. is a similar view o the governing mecha The tlit'lirulties of the problem have herenismon a larger scale, the 'valves being 4tofore frustrated any attempt to provideY a shown in section. Fig 3 is an elevation speed governor for automol'iile torpedoes, departly in section of the centrifugal element 95 signersv of sut-h torpedoes' having contented upon a larger scale. Fig. 4 is a vertical themselves with the introduction of means transverse section of the part shown in Fig. for tbrottling` the finiti pressure for a short 3, on the plane of the line 4-4 therein.

'time duringa` or after launching to provide Fig. is a similar section on the plane of. against Ithe racing of the engine before the the line :Wr-5 in Fig. 3. Figs. 6 and 7 are 1004 torpedo enters the water; and means for cutsectional elevations illustrating modificating off permanently the supply lof fluid tions. pressure in case, after entering the water-.the Referring to Fig. l, A is theshell or hull torpedo engine should race by reason o the of' the torpedo. B the compressed air tlaslg torpedo, through some derangementA of the or reservoir the startin valve, D the diving gear, leaping out ofthe water, or bereducing valve, a a the pipe ,l admi: throu i these valves to the inlet or nozzle of the engine,'E the engine, shown as a turbine, and, F the propeller shaft. All of these parts may be of the Well known construc- -tion and require no description. l G is the govern-or. In the construction shown this comprises a revolving inertia and centrifugal element H which l' will call therotor, mounted on a shaft c Which is driven Athrough suitable gearing from the shaft F or otherwise fromv the cngin'e this gearing being so devised as'to introdure a, movable member or floating part which moves in response to the resistance afiorded fby Ithe rotor H. The gearing shown com-i prises a g'ear-Wheeldl on the shaft F driving a pinion e on a shaft I, which shaft carries a Wormff meshing With a Worm Wheel or pinion g on the rotor shaft c. The Worm shaft I is -free to slide longitudinally in its bearings z' i and constitutes thc movable or floating element of the gearing'. n,

The rotor H' comprises a head or carrier h carriedy by; the shaft e, and centrifugal Weights 7a 7@ `connected in any Iconvenient way to said carrier so as to be forced to rotate therewith, While being free to move out Ward'ly under,centrifugal force, being drawn inwardly by the stress of any suitable form of spring m. In the construction sho'wn the Weights la 7c -are-mounted on lever arms turning onpivots j connected to the carrier la., a cross-bar 7i being extended between these pivots and fastened to a boss or hub c formed integrally With the shaft c and head The rotor turns Within a stationary curb J, formed as a ring or flange, which is con-v venicntly made in one piece With the bearing J in Which the shaft c turns. The stress of the spring m, Which' draws the weights 7c 7s inwardly, may be adjusted in any suit able manner so as to determine the prescribed speed of the engine. The adjustment shown consists of heads n u fastened to the opposite ends of the spring and having vscrenT Shanks engaging threaded holes in the Weights 7c. or any other adjusting means may be provided. The spring m shown is a helicall spring stretched between the Weights .and passing freely.. through a diametrcal boreor opening formed through the hub c. The spring draws the Weights in to a seat ing against this hub until its stress is overcome by the centrifugal force, Whichthrows the Weights outwardly into frictional contact. with the curbing J.

The movable shaft I receives the pressure of a spring S tending to thrust it toward its .normal or starting` position shovvn in Fig. 2. This stress is conveniently communicated to it through a lever K. This lever is also .utilized to communicate the motion of the shaft I to the controlling valve L, which valve also receives the pressure of the spring S. tending to close it. The stress of this ing va ve D. This reducing valve, in theA construction shoWn,lis a substantially balanced valve, its tappet or valve proper p being formed on the same stem with a plunger'g of substantially similar area, so that i the high pressure air admitted through pipe e a acts oppositely Pupon them so that t valve is nearly or quite balanced. The plunger Q moves in a cylindrical cavity communil eating with a 'chariib'er r, which is vented to 'the outer air through a tube .e controlled A slight leakage is.

by the bleeder valve L. afforded either around the plunger g or, for example, through a groove y formed in the plunger, or by any other suitable duet .whereby a minute flow of air is admitted into the chamber fr. If the bleeder valve be closed, this leakage will soon establish a pressure inchamber r, over-balancing the back pressure ain the outlet pipe a, and hence lifting the plunger and opening the valve; the pressure admitted to the outlet pipe a tendsto close the valve, while thel `pressure in 1" can escape through the bleeder valve When it becomes suilicient to unseatthe latter against the stress of its spring S. Consequently the adjustment of this spring determines the pressure on the outlet side of the reducing valve D. The escape of air through the bleeder valve reduces the pres sure in r and enables any preponderance of pressure in a to close the valve 7). This valve is consequently controlled by the bleeder valve according to the adjustment of the spring S, and by the action ofthe governor as will now be described.

Upon the launching of the torpedo the starting valve C is opened automatically in u manner ivell understood, thereby admitting pressure to the reducing valve D. The valve L being closed, the leakage into the chamber r quickly opens the reducing valve and permits a tionY of air under reduced vpri-assure to the engine.. In' launching from above the water level the torpedo propellers receive only the resistance of the air and hence the engine vtends to race. As the enginestarts it tends to start-the governor, but as the rotor H, by its inertia, resists rotation, the accelerating rotation of the engine causes the Worm f to turn faster than the pinion g, so that it screws the shaft l toward the right in'Fig. 2, thus communicating motion through the lever K to open the valve L. This causes air to escape and rcduces the pressure in chamber fr, and hence closespartially the valve D, throttling the supply of air to the engine and checking the speed of the latter@l Thus the .tendency of the engine t0 race under light load orto accelerate too rapidly is resisted by the inertia solely by inertia, no centrifugal action havc ing` occurred. A

.is soon as the normal speedis attained the centrifugal tendency ot' the weights 7c balances the pull oit the spring mand the weights revolve in equilibrium. .sariliv touching either the boss c tional curb J. -But tlnT instant the speed ex feeds the normal. the weights move. outwardltv and bear more or less `strongt'v against t around, they rub against and generate a frictional retardation or drag proportioned to their outward pressure. This drag resists the rotation ot lherotor and consequently .slows it down relatively to the driving shaft. Qr, in `other words, it iinreases the power required to4 drii'e the rotor. This in." leasedv power so to spe-alt. measuredby the, floating sha'litl which acts as a sort ot dynamometer. 'l`heetiect is analogous to that originally protluccd b v the inertia 'of' the rotor, that theavorin f travels lasterv than the retarded gear g and consequently screws the shaft l toward the right, which, acting through the lever. opens the valve L and permits an escape ot' pres-v sure from the chamber. r, thus imparting a closing movement to the valve D and diminishing the an' supplied to the engine uutil the latter is reduced tothe normal speed.

As the speed diminishes the drag o Ft'ered by therotor ll diminishes and consequently the stress ot the spring S becomes effective to restore thetloating shaft l gradually to its normal position.' [n this position the shat't l is somewhere between its extreme positionsand the valve L is partially1 open so that thtl escape ot' air through this valve occurs at such rate as to keep the pressure in the chamber-f11 down suliiciently to cause the movableelenientof the reducing valve to remain in equilibrium, its valve proper being open only suiticiently to disclnn-ge that volume of air requiredto keep the engine at normal speed. This condition will. ot course, vary according to the work done bv the engine, the tlirottling occasioned being greater as the loadlcarried b v the engine is lighter.

ln ordinar)T centrifugal governors the outward movement of the weights under centrifugal force acts through some suitable innot necesy or the tric his curb so that, as they swingv the stationary curb g 'establish a 'trict-ional vprinciple introduced tervening part to communicate movementto the throttle valve. This requires a; governor ofkconsiderable size with Weights of c on.- s-iderable mass. The size andweightrequired would rendersu'ch a governor inapplicable within the limitationsotfanfauto-l mobile torpedo. llltith tnyinven'tion, however, the sole function of the weights is to dra against the sta.- tionary flange or curb J, W ich requires only' a minute movement and' permits thel usent small light weights revolving rapidly inacircle of relativelj.'l small radius, thusmalt! ing the governor both very small and very light. lt is extremelyv sensitive because' thelioating .shaft I is practically rictionless its response to the varying drag of there-j tc 1. due to the fact thatits 'liearing friction is overcome by its rotative movement, so that its longitudinal movement `responds with cxtreme sensitiveness to'th'e varying ratio ot' the drag or resistance-ot therotor ll and the cotinter-pressure vderived Jtromvthe spring c ,i c A'tndcr actual test. when subjected to varying cmiditiozu. such as those to which the engine ot' an automobile torpedo is subjected. thisI governor is found to restrain the engine to a gradual acceleration until ull spccd isattained. at'ter which the-speed is maintained so nearlj.y constant that nov iuctuation apparent in the tracing given by a. recur-.lingtaclunneter. the actua-l fluctuation being probably well within one per cent.

ijv invention not limited to the speciiic embodiment thus shown and described. but may be greatly varied in its mechanical dctailsl and mode ot application, provided the b v vmy invention is availed o'l. c

My invention is not limited to the control oivthe engine through -the medium ot' the pressore-reducing valve. although this a.

'very desirable means in. an autr'nnobile torpedo where compactness is important.. since it ena bles one valve to pei-torni the two functionsl ot reducing thecomprt-fssed air to the practicall)` uui't'orm prt-assure required at the engine. and also ot'tnrther throttlne'! this air to govern the speed of the engine. Nor is my invention conliucd to the p`:.rticnlar type ot reduc-ing or throttling valve shown. nor to this. vavf.- boing operated through the medium ot a controlling or bleeder valve, such as thc valve li.4

While the usc of a worm shaft as thefloatingI or dynamonietrical element o'tl the drivingl gear is preferable. vet anjv7 other type olt gearing which comprises a movable clement which may respond to thc varying" drag` ot the rotor. could be substituted.

an example ot'oue ot the. modifications ot which mv invention is susceptible reference is made to Fig. 6, Where F is theengine' or propeller shaft with its pinion d, which los ' latter drives a gear-'Wheel P having internal gear teeth t which, through a pinion 2a, drives the pinion g on the shaft This shaft c may carry the same rotor as illus- 5 trated in Figs. 3, 4 yand 5. The pinion u is movablejaround the axis o, being hung on a lever K which serves the same function as the lever K previously described, its long arm engaging the valve L and receiving the lo stress of the spring S. The driving `terapie ously utilized to actuate any suitable type ofspeed-controlling means. Such means. in a fluid pressure-driven engine, are best appliedto. control'the 'fluid pressure or duid supply through some suitable valve arrangement; but other speed-controlling means may be providedftlie character of which Will depend upon the ytype of motor to be. govi erned.

Although preferably the centrifugal brake acts against a fixed part J, yet it is not essential that this part be iiXed as it i'night g5A be movable as the resulto'f the frictional brake. An example of this is shown in Fig. T, where the trictional curb J2 is pivotally mounted on the outside| of the bearing sleeve J and carries an arm J3 which, through a 40 link fn connects with 'the lever K to such effect that Awhen the Weights fly out and bear against the curb J2, their drag moves the latter rotatively in an eiilort to follow them so that they arm J3 communicates a push 45.v through the rod fu tending to open the valve Land reduce. the speed of the engine. .[-rlaiinas my invention -Lin an `automobile torpedo a governor eomprising la driving part, a rotor driven I therefrom,,interposed gearing including a member movable with variations in the resistance uttered by said rotor, and speedcontrolling means tmerated by the movements of said movable meniber.

' -55 il. ln au automobile torpedo a governor comprising a driving part. a vrotor driven therefrom including a iveight movable outivardto -form a eentrii'ugal brake. a stationary part rubbed by lsaid brake and gearing between said, driving part and rote'.l including al member movable with variations in the resistance oll'ered by said rotor, and speedcontrolling means; operated by the movements of said movable member.

es 3g ln ail-.automobile torpedo a governor Acomprising a driving part, a rotordriven therefrom, interposed gearing including a longitudinally movable worm shaft, and speed-Controlling means operated by the movements of said Worm shaft.

ln an automobile torpedo a governor comprising a driving part, a rotor driven ,theretronn including a weight movable outward under centrifugal torce, an adjustable spring drawing said Weigh t inward, asta- 4tionarjy part rubbed by said weight when throivn outward,l and gearing between said driving part and rotor, including aA member movable with variations in the resistance oilered by said rotor.

(3. In an automobile torpedo a governor comprising a driving part, a rotor driven 90, therefrom including opposite weights movable outward under centrifugal force, an adjustable spring drawing said weights inwardly, a stationary part rubbed by' said lWeights when thrown outward. and speedcontrolling means operated in proportion to the variableresistance ot such trictional Contact.

7. In an automobile torpedo a governor l comprising a driving part, ai rotor driven therefrom, interposed gearing including a member movable with variations in the rey sistance oliered by said rotor, an adjustable spring opposing movements of such movable member, and speed-controlling means operated byI such movements.

8. In an automobile torpedo a governor comprising a driving part, a rotor driven therefrom, interposed gearing includinga member movable with variationsin the re- 11o sistance ojttered by said rotor, andv a' speedcontrolling valve op'erated by the movements ot said movable member. v

l). In an automobile torpedo a governOIf comprising a, driving part. a-rotor driven therefrom, interposed gearing including a member. Il@

rum

1l. n an automobile torpedo the combi nation with an engine, of a pressure-reduc; mg valve 1n the Huid supply passage leading to such engine`l and n. governor comprising -a rotor driven from said engine, interposed nnviion of n source of lCompressed Huid, an f engine, an interposed fluid passage, a reducing valve in vsaid passage, und a governor comprising a rotor driven .from said 15 engine, interposed gearing including a member movablewitll `variations in the .resistance offered by said rotor, and means oper ated by the movements of said moveable member for controlling said reducing valve. 2o

In Witness whereof, I bave hereunto lsigned my name in 'the presence of `two subscribing Witnesses.

FRANK M. LEAVAITT.

H. C. SEAMAN, Jer-1N D. MCINTYRE.

Copier: of thilpatent may be obtined for five cents each, by addressing the Commissioner nf Hates-itu-A Waxhington, D. C. 

